Towing system for canals.



E. SCHILDHAUBR. TOWING SYSTEM PoR GANALS.

APPLICATION FILED Nov. 2s, 1910. Patented Jan. 9, 1912.

2 SHEETS-SHEET 1.

E. SCHILDHAUER. TOWINQSYSTEM POR CANALS. APPLICATION FILED NOV. 28,1910. 1,01 3,901 v Patented Jan.9,1912.

2 SHEETS-SHEET 2.

EDWARD SCHILDHAUER, OF CULEBRA, CANAL ZONE.

TOWING SYSTEM FOR CANALS.

Specification of Letters Patent.

Patented J an. 9,1912.

Application led November 28, 1910. Serial No. 594,500.

To all whom it. 'may concern.

Be it known that I, EDWARD SCHILDHAUER, residing at Culebra, Canal Zone,Panama, have invented certain new and useful Improvements in TowingSystems for Canals, of which the following is a full, clear, and precisespecification.

My invention relates to towing systems for large canals, particularly tosystems for controlling the towing of larger sized vessels through canallocks and for controlling the maneuvering of such vessels in the locks,and my invention involves first, an improved method of procedure fortowing or controlling vessels in canal locks, and second, improvedapparatus for carrying out such process or procedure.

Various methods have been used and are being used for towing vesselsthrough canals. 'In some of these earlier methods a chain is laid in thecanal and the vessel provided with a sprocket wheel adapted to be driveninto engagement with the chain t0 thus propel the vessel. In othersystems capstans were used in various ways and combinations formaneuvering the vessels. Again, in other systems traction or trolleydevices were run on cables and connected with the vessel to becontrolled. Other systems were also used and tried. However, in all ofthese prior systems the control of the boat de-l pended to agreat-extent on its own steering apparatus, and experience seems toindicate that misunderstanding of signals between the otlicers andengineers of the vessels was the main cause for loss of control of thevessel and injury thereto and to the canal walls. Furthermore, modernvessels are inclined to be of greater tonnage and therefore requirestronger and more eliicient and reliable towing controlling mechanism,the greatest force to be overcome by the towing apparatus being theinertia of the vessels.

One of the main objects of my invention is, therefore, to provide asystem of towing l in which vessels of great weight can be controlledentirely independently of their` own steering and controlling mechanism.To this end my procedure is to provide powerful and heavy tractorengines to run along the canal walls, two running opposite each other inadvance of the vessel, and two running opposite each other to follow thevessel. `Cables run from the forward tractor engines and connect withthe port and starboard sides respectively ofthe vessel at the prowthereof, and cables connect the rear tractor engines with the port andstarboard sides respectively of the stern of the vessel. The length ofthe various cables is adjusted to primarily position the vessel inmid-channel, whereafter the advance engines are started to pull thevessel, and the two rear engines will trail and are pulled by thevessel, so that the cables are always taut. The cables extending fromthe rear engines will be controlled from the engines to be lengthened orshortened, to thus steer and guide the vessel as it is being towed bythe advance engines. When the vessel is to be slowed up the speed andpull of the front engines is reduced and the rear engines are braked,and to stop the vessel all the engines are brought to rest. Theoperators of the engines will have unobstructed view of each other andof the vessel to be controlled, and there can be no misunderstanding ofsignals by persons who can not see the vessel and must be controlledsolely by audible signals. Thus the vessel is at all times completelyunder control entirely independently of its own power and controllingmechanism, and injury to the vessel and to the canal walls and gates istherefore eliminated.

As 'to the traction engines, the main objects of the invention are toconstruct such engines to be of sutlicient capacity for controlling verylarge vessels and to have the center of gravity comparatively low, sothat danger of upsetting will be reduced to a minimum; to so constructsuch engines that they will readily take the track, curves and the steepand abrupt inclines between locks; to provide improved tractionmechanism for preventing any slip of the engines when towing a vessel;to provide interchangeable driving mechanisms, one for propelling anengine slowly and powerfully when towing, and the-other to drive theengine at a faster speed when out of towing connection and returning foranother towing connection; to provide yielding mechanism for connectingthe tow line with the engine, which mechanism can be adjusted and setfor a certain maximum tension, below which maximum the tow line will berigidly connected to the engine and will not slip, and above whichmaximum the tow line will give to be thereby prevented from parting, themaximum being, however, set sufliciently high so that control of thevessel will never be lost; to provide interchangeable mechanisms forcontrolling the tow line, one of which mechanisms when connected beingadapted to slowly let out or take in the cable during maneuvering andcontrol of a vessel, and the other apparatus when connected serving toquickly haul in the cable when disconnected from the vessel; to providemeans for more or less automatically elfecting the connection forservice of the various interchangeable controlling mechanisms; toprovide improved guide mechanism for the cable of an engine where itleaves the engine, such mechanism being designed to reduce friction to aminimum and to at all times guide the cable accurately from and to thedrum mechanism supporting the cable on the engine; and in general toprovide an improved and eticient construction of tractor engines fortowing purposes.

Among other important objects of my invention are to provide improvedarrangement of the towing tractor engines with relation to the canall-walls, so that the towing cables can adjust themselves readily to thevarying heights of the connecting points on the vessel with reference tothe canal walls, so that the cables will at all times be held clear ofthe canal walls and chafing of the cables thereby prevented; to adjustthe trackage for the tractor engines so that it can be installed closeto the edges of the canal walls* without extending above the level ofthe walls to interfere with access to the canal and in order not tointerfere with the lock gates where such gates rest in recesses in thesides of the canal walls when in open position.

The various features of my invention will be clearly understood from thefollowing specification and from the accompanying drawing, in whichdrawings- Figure 1 is a plan View of the tractor unit from which the topcover parts have been removed at places to more clearly reveal theinterior apparatus, Fig. 2 is a side elevational view of the tractorunit, with parts of the side walls removed to more clearly reveal theinterior apparatus, Fig. 3 is an end view of the unit with the end wallremoved, Fig. 4 is a top view of the central section of a unit to showparticularly the cable guiding mechanism, and Fig. 5 is a diagrammaticplan view of a section of a canal to illust-rate my improved method oftowing.

Each tractor unit comprises a central section A and two smaller endsections B, B. The central section contains the apparatus for directlycontrolling the adjustment of the towing cable. This section comprises asubstantially rectangular metallic housing frame having a top wall 10,side walls 1l and 12, and end walls 13 and 14, suitable beams 15 and 16extending between the walls for supporting the various appliances.

On beam 16 is supported a large electric motor 17, whose frame hasbearing extensions 18 and 19 journaling in counter shaft 20 mounting atits outer end a gear 21 which meshes with the pinion 22 on the armatureshaftof the motor, the inner end of the counter shaft supporting apinion 23 which meshes with a gear 24 on the inner end of a shaft 25journaled in bearings 26 and 27 supported respectively on beam 15 andfrom the side wall 12. Between these bearings the shaft 25 carries apinion 28 which meshes with a gear 29 supported on shaft 3() between thebearings 31 and 32 supported respectively from beam 15 and from sidewall 12. Shaft 30 also carries a pinion 33 which meshes with a gear 34mounted on shaft 35 journaled at one end in bearings 36 and 37 supportedrespectively from beam -15 and side wall 12 and journaling at its otherend in a bearing 38 supported from beam 16. Keyed to the shaft 35between the bearings 36 and 38 are the two opposite driving heads 39 and40, the head 40, however, having longitudinal movement on the shafttoward and away from the head 39; Rotatably mounted on the shaft 35between the heads is a drum frame 41 comprising side disks 42 and 43,the hub or drum 44 and the gear 45 being secured to the disk 43. Betweenthe inner face of the head 39 and the disk 42 is a friction or slip disk46, and between the inner face of head 40 and the disk 43 is a frictionor slip disk 47. For controlling the frictional engagement between theheads 39 and 40 and the drum frame 41 adjustable spring mechanism isprovided. The end section 48 of the shaft at the bearing 38 is threadedto receive a threaded cap 49. This end of the shaft has also a pocket 50in its end, from which extends the axial passageway 51 which terminatesin the diametral slot or keyway 52. Through the passageway- 51 extendsthe slide rod 53 carrying a collar 54 adapted to slide in the pocket 50,the inner end of the rod abutting against a key 55 extendingtransversely through the slot 52, the slot 52 being wider in axialdirection than the width of the key. Surrounding the rod 53 between itscollar 54 and the inwardly ex tending flange 56 at t-he end of cap 49 isa compression spring 57. Vith this arrange ment, turning of the cap 49on the shaft end will adjust the spring to vary the pressure against thecollar 54 and thereby the pressure of the rod 51 against the key 55, thepressure of this key being transmitted to the head 40 slidable on shaft35, and thereby the pressure of the friction disks 46 and 47 against theheads 39 and 40 will be adjustable.

The gear 45 on the drum frame 41 meshes with a pinion 58 mounted on ashaft V59 journaled in a bearing 60, the other end of this shaftcarrying a gear 61, which meshes with the pinion 62 on the armatureshaft of a small driving motor 63 mounted on the beam 16. Suitable meansshould be provided for releasing the motor 17 from driving connectionwith the drum 41, so that this drum can be driven by motor 63. I preferto use electrical means in the form of a magnetic clutch releasemechanism, this mechanism, as shown, comprising one clutch half 64carried at the outer end of the rod 53, and the other clutch half 65supported from the side wall 11, this half. 65 containing themagnetizing winding 66 through which current flow may be controlled, aswill be described later.` Normally the circuit is broken, sovthat thespring 57 may effect frictional clutching engagement between the drumframe 31 and the heads 39 and 40, as these heads are directly drivenupon operation of the motor 17, and if desired to control the rotationof the drum frame 41 by the motor 63 the circuit is closed to magnetizethe magnetic clutch, whereupon the half 64 forming the armature of theclutch mechanism will be drawnv outwardly against the compression forceof spring 57 to thus release the key 55 from pressure engagement withthe head 40 to thereby release the drum 41 from driving connection withthe heads 39 and 40 and the motor 17. Then by controlling the currentsupply to motor 63 the drum 41 will be driven thereby. The gearing trainbetween the motor 17 and heads 39 and 40 will cause very slow speed ofthe cable drum frame for slowly and powerfully controlling the cable,while the gearing train between the motor 63 and the cable drum framewill cause the drum frame to be driven at much greater speed, the motor63 being operated to control the cable drum when the cable is to behauled in upon disconnection from the vessel after towing thereof. Inpractice the maximum speed of the cable during towing will be somethinglike 10 feet per minute, while its speed when being hauled in will besomething like 200 feet per minute. For instantaneously braking thedriving train controlled by motor 17 the armature shaft of the motor maybe provided with a brake wheel 67 engaged by a brake strap 68, whoseengagement with the wheel is .desirably controllable by magneticmechanism 69, whose circuit connections will be de scribed more indetail later.

In Figs. 2, 3 and 4 the construction of the guide mechanism is shown forguiding the cable as it leaves the drum frame. The top wall 10 has thecircular opening 70 therethrough, which has the peripheral downwardextension 71 terminating in the horizontal inwardly extending flange 72,this flange having the annular pocket 73 in its top forming a receptaclefor receiving the bearing ballsV 74. A turret frame 75 has the annularflange 76 which engages the balls 74. Between the outer face of theflange 76 and the inner face of the extension 71 bearing cylinders orrollers 77 are inserted, the balls 74 and the rollers 77 reducing to aminimum the rotational friction of the turret frame. A sheave 78 ismountw ed on shaft 79 trunnioned at its ends in bearing extensions 80forming part of or secured to the turret frame, and the peripheralgroove 81 of this sheave is, at the inner side of the sheave, concentricwith the center of the circular turret frame and vertically over thereceiving drum or hub section 44 of the drum frame 41, so that theturret frame may rotate through 360 degrees without disturbing the trueand accurate alinement of the cable section between the sheave 78 andthe drum section 44. The sheave 78 projects a distance beyond the top ofthe turret frame through the opening 82 in said frame for accommodatingthe cable C, and to prevent escape of the cable frame sheave anauxiliary sheave 83 isjournaled adjacent to and in line with the sheave7 8 in suitable bearings 84 secured to or forming part of the turretframe. The upper peripheral edge of the opening 70 has a bead 85, andthe turret frame has the flange 86 overhanging the friction rollers 77the lower peripheral edge of this flange having a bead 87 coperatingwith the bead 85 to prevent entrance of water or dirt into the pocketscontaining the friction rollers and balls.

The end members B and B are in the form of motor cars for propelling thetractor, each car comprising a suitable truck frame 88 carrying frontand rear bearings 89 and 90 for journaling the front and rear axles 91and 92 supporting the wheels 93 and 94 respectively. Mounted centrallyof the car on the truck frame is an electric motor 9.5 from whose frameextend bearings 96 and 97 journaling the counter shaft 98 whose outerend carries a gear 99 meshing with the motor pinion 100. The inner endof the shaft 98 carries a pinion 101, which meshes with a gear 102mounted on shaft 103 journaled in bearings 104 and 105 supported fromthe truck frame, the other end of the shaft 103 carrying a pinion 106,which meshes with a gear 107 secured to the axle 92, at the central partof which axle is secured a rack pinion 108, the wheels 94 beingrotatable on said axle, and this rack pinion engaging with a rack 109,as will be further explained later. `The other end of t-he armatureshaft of motor 95 is adapted to be coupled in driving relation with apinion 110 secured to the end of shaft 111 j ournaled in a bearing 112mounted on the truck frame. Any suitable manually controlled or othermechanism may be provided for coupling the armature shaft with thepinion 111. As shown, a magnetic clutch member 113 is carried by theshaft, and a companion clutch member 114 is connected to shaft 111, sothat upon current flow through the clutch mechanism the two shafts willbe tied together. The pinion 110 meshes with gear 115 on shaft 116mounted in bearings 117, the shaft 116 carrying also a pinion 117meshing with gear 118 secured to the front axle 91, to which axle thefront wheels 93 are secured to rotate therewith. rlhe gearing trainbetween the motor and the rack pinion 108 is designed to greatly reducethe speed of the motor, the rack pinion engaging the rack 109 to propelthe tractor slowly and powerfully ywhen the towing cable is connected toa vessel. During towing the magnetic clutch mechanism is deenergized,but when the tractor is to be returned after a towing trip the clutch isenergized and the front axle connected with the motor to propel thetractor at increased speed, provision being made to return the tractoron a return track where there is no rack, and during such return trip ofthe tractor the rack wheel and intervening gearing train will rotateidly. In order to brake the tractor suitable automatically controlledbraking means are provided. As shown, the counter' shaft 98 at its endcarries a brake wheel 119 engaged by a brake strap 120 locked to thetruck frame at 121, the

known manner with a brake lever 121 at opposite sides of the pivot point122 of the lever, the lever being pivoted to the side wall 123 of themotor car and being pivoted to a solenoid core 124 surrounded by awinding 125 to be controlled as will hereinafter be further explained.

The motor cars B and B have precisely the same construction andarrangement, and the middle or winch mechanism supporting section A issupported from and between the motor cars. The tractor is quite long,and in order that it may readily take the various trackage curves andthe steep and abrupt inclines between the various locks of a canal, thewinch section is pivotally supported, so that the motor cars and winchsections may readily assume vertical and horizontal angles withreference to each other. Mounted on each motor car truck frame over thecentral part ofthe rear axle 92 is a pivot block 126 having a sphericalhead or ball 127. Secured to each end of the winch section frame at themiddle thereof is a 'bracket 128, whose outer end forms the socket 129for receiving the head or ball 127 on the adjacent motor car. Mountedalso on each truck frame over each end of the rear axle is a bufferblock 130 whose upper surface is concentric with the axle. Secured toeach end wall of the winch frame and at the ends thereof is a bufferbracket 131, whose outer end bears on the adjacent buffer block. Theball and socket pivotal connection between the winch section and themotor cars gives the tractor great flexibility and allows it to readilyround curves and to mount abrupt inclines. The engagement of the bufferbrackets with the buer blocks will, however, prevent lateral tilting ortipping of the winch section during towing operation. This arrangementalso enables the substitution of another motor car section should anysection or its apparatus become broken or played out, all that isnecesary being to raise the winch frame to carry t-he socket bracketaway from the pivot ball. The motor car sections can also be run bythemselves for other purposes besides towing, and a tractor can bereadily connected up by applying a winch frame to two motor carsections. Either one or both of the motor car sections can be effect-ivefor propelling the tractor.

At the front end of each motor car section are installed various circuitcontrolling mechanisms for controlling the electric power supply to thevarious motors and magnetic mechanisms. As shown, a main controller 132is provided for controlling the current flow to the rack pinion drivingmotor 95, and connected with suitable contacts in this controller arethe terminals of the u Il solenoid 125 for controlling the propulsionends of the strap connecting in the well' brake mechanism, thearrangement being preferably such that when the switch controllinghandle 133 is in oft position to disconnect current from the motor 95the circuit through the solenoid winding 125 will be closed and the rackpinion rigidly locked against rotation, and so that as soon as the lever133 is moved to admit current flow to the motor the solenoid circuitwill be broken and the solenoid released to allow the motor to drive therack pinion. Other controller mechanism 134 is provided for controllingthecurrent How to the motor 17 and the magnetic brake controllingmechanism 69, the arrangement being preferably such that when thecontroller mechanism is in position to shut off current flow to themotor the circuit through the electromagnetic mechanism 69 will beclosed and the winch drum 41 locked, and so that when the controllermechanism is moved to admit current flow to the motor the circuit forthe electromagnetic mechanism will be opened to allow the A thirdcontroller mechanism 135 is provided for simultaneously controlling theoperation of motor 63 and of the electromagnetic mechanism 64, 65 and66, the arrangement being preferably such that when f the controllermechanism is in normal position current flow will be shut olf from boththe motor and the magnetic mechanism, and

motor to operate to rotate the winch drum.

thereof above the coping level.

so that when the controller mechanism is moved to admit current flow tothe motor the magnetic mechanism will first be ener- Ygized to releasethe cable drum from the heads 39 and 40 to allow the drum to be drivenby the motor at increased speed to haul in the cable. The magnetic brakefor connecting` the motor 95 in driving relation with the rear axle maybe controlled by a switch 136 suitably connected in circuit with theelectromagnetic mechanism. Thus the various operative parts can bereadily controlled by a single operator, and alternate connections arein great part automatically accomplished. The motor cars can of course-have accessories, such as draw bars, head lights, gongs, and so on. Themotor cars are also preferably roofed over in greater part by a wall 137and open only at the front to form room 138 for thev operator. In theroof a trap door 139 may be provided, so that access may be had totheinterior.

The track construction is best shown in Fig. 3. The inner track overwhich the tractors pass when towing is close to the edge of the wall wof the canal, so that the cable extending from the winch section willclear the edge of the canal wall, particularly when low vessels, such asbarges, lighters or scows -are being towed. The cable, after leaving thesheave 78, will engage with the outer edges 140 of the winch housing,particularly when low vessels are being towed, but these edges are wellrounded and smooth, so that the cable will not in any way be injured.Each track comprises rails 141 set into the concrete of the canal wall,and midway between the rails of the inner track are set the rack frames142 for supporting the rack sections 109, the frames being set well intothe concrete with only the upper ends The head 109h of the rack sectionsis horizontal, and its ends 109e overhang the legs 109C. In the head areformed the openings 143, into which extend the teeth of the rack pinions108. As shown in Fig. 3 and also in Figs. 1 and 2, each track framesupports vertical bearings 144 and 145 adjacent the rack pinion, thesebearing frames journaling shafts 146 and 147 which atftheir lower endcarry thrust wheels 148 and 149, the cylindrical periphery of thesethrust wheels engaging with the sides of the head 109h of the rack, thethrust wheels at their lower edge having the tapered flanges 150 forengaging with the correspondingly beveled lower surface of theoverhanging ends 109e of the rack head. These thrust wheels will preventlateral displacement of the tractor and can accomplish this purposealone where the tractor wheels have flat rims, or can assist the tractorwheels when these wheels are of the usual flange type. The beveledflanges of the thrust wheels coperating with the head of the rack willalso prevent tipping or tilting of the tractor. To assistin pre ventingtilting or tipping of the tractor, frames 151 may be provided on thetruck frames, whose lower ends-152 hook under and engage with the ends109e of the rack. The tractors are thus at all times confined to thetrack and prevented from lateral displacement therefrom or from tippingover. Adjacent the track conductor conduit frames 153 are sunk into theconcrete and support the upper conductors to be engaged by the collectormechanisms 154 supported from frames 155 extending from the motor cartruck frames. The rails, racks and conduc tor conduits are preferablysecured to main supporting members 156 to form unitary structures whichare embedded in the concrete. The outer track 156', of which one railonly is shown, does not have the racks along the level stretches, butwhere the grades are steep, particularly between locks, racks areprovided. This track is used when the tractors return after a towingtrip, the rack pinions and transmission trains running idly on thereturn trip, during which the tractors are driven at greater speed bythe front wheels and axles coupled to the motor 95 by the magneticclutch mechanism.

In some canals, where swing gates, such as miter gates are used, thegates are within recesses formed in the side walls. As shown in Fig. 3,a recess 157 accommodates agate 158, and the inner track runs over therecess. However, to support the track over these recesses cantaliverframes 159 embedded in the concrete wall extend into the recesses andsupport the track structure frames, so that the operation of the gatewill in no wise be interfered with.

Referring now to Fig. 5, the method of arranging tractors for towing andtheir connection with a vessel is illustrated. Each tow unit involvesfour tractors T, two front tractors'at opposite sides of the canal andconnecting by cables c and c with the starboard and port sidesrespectively at the prow of the vessel V, and two rear tractors atopposite sides of the canal being connected by cables b, ZJ with thestarboard and port sides respectively at the stern of the vessel. Thewinch mechanisms of the tractors are then operated until the vessel isadjusted in mid-channel, whereupon the front tractors are propelledforwardly to tow the vessel, and the rear tractors are not propelled butare trailed, and by adjusting the cables from these rear tractors thevessel is steered and guided. If it is desired to slow up the vessel thefront tractors are slowed down and the rear tractors braked, and if itis desired to stop the vessels all the tractors are gradually braked.Thus the vessel can be entirely towed, maneuvered, and controlled withinfull sight of the operators on all the tractors and independently of thevessels own propelling and controlling apparatus. There is therefore nochance for misunderstanding of signals between oflicers on deck and menbelow deck, as will be the case where the vessel assisted during thetowing operation with its own propelling and controlling apparatus. Ifit is desired to anchor a vessel adjacent one wall of the canal thecables running from t-he tractors on said wall are drawn in and thecables for t-he opposite tractors kept taut.

Vessels passing through canal locks are of course of different heights,so that there will be considerable difference in the angles of thetowing cables. For ordinary vessels, of course, the cables will not dipsuiiiciently to engage the edges of the wall copings. However, where thevessels are low in the water my improved construction and arrangementwill prevent contact of the cables with the'coping edges, as the tracksare very close to these edges, so that the cables can dip through alarge angle without being chafed by the coping edges. As the heavyapparatus of the tractors is set low down, the center of gravity of eachtractor is low, and where the dip of the cables is not too great, theweight alone of the tractors would prevent tipping or displacementthereof on the tracks. However, where the cables dip quite low andexcess of tension thereon would tend to tip or displace the tractorsagainst their own weight, the flange thrust wheels, together with thehook frames engaging the racks, will efIicient-ly prevent such tippingor displacement. Also, where the vessel is high in the water and thecables deflect upwardly the weight of the tractors will ordinarily besufiicient to counteract the lifting tendency of the cables, and wherethe inclination upwardly is greater the thrust wheels and hook frameswill of course become eective to prevent tipping or displacement. Themajority of vessels of the present day will require only one towingunit, that is, four tractors. However, for large and heavy vessels amultiple of units are used. As shown in Fig. 4, the dotted lines showadditional units each connected with the vessel by a cable, the adjacenttractors running in tandem either independently or coupled together.

The cables are well protected against excessive strain by slip drummechanism, this mechanism being set by means of the mechanism alreadydescribed to prevent slipping of the drum up to a certain maximumtension on the cable and to allow slippage when such maximum tension isexceeded. A sufficient factor in safety is, however, allowed, and themaximum tension value set sufficiently high so that slipping will notoccur under ordinary towing conditions, and control of the vessel willnot be lost at any time on account of such slippage. The rotatableframes or turrets on the winch sections of the tractors will alwaysrevolve to carry the cable sheave to a position normal to the tow line,and the cable passing centrally through the turret will always beaccurately wound on the drum or unwound therefrom. As soon as thecurrent is withdrawn from the winch driving motor the winch is brakedand the cable held. Also, as soon as the current is withdrawn from thetraction motors the motor `car units are braked and the tractors broughtto a stop. The auxiliary higher speed winch driving mechanism allows thecables to be quickly hauled in after a towing period, and the auxiliaryhigher speed propelling mechanism allows the tractors to be quicklyreturned to the starting point after a towing trip. All the variousoperating parts can be controlled electrically by a single operator oneach truck. Other advantages of my system are also apparent from theabove description thereof.

I do not desire to be limited to the precise construction, arrangementand operation which I have described, as changes and modifications areof course possible, which would still come within the scope of myinvention, and I therefore desire to secure the following claims byLetters Patent:

1. In a traveling winch, the combination of a housing, a winch withinsaid housing, a motor within said housing for driving said 100 winch, aguide frame pivoted to the roof of said housing to rotate about avertical axis and having an opening through which cable may extend fromthe winch to the exterior,

.and a guide sheave journaled in said rotatable guide frame in positionto accurately guide the cable to and from the winch during any positionof said guide frame.

2. In a traveling winch, the combination of a supporting frame, a winchsupported on said frame, a motor mounted on said frame for driving saidwinch, a guide frame pivoted over said winch to rotate about a verticalaxis and having an opening through which cable may extend from saidwinch to the exterior to be connected with a vessel to be towed, and aguide sheave journaled to said guide frame with its horizontal innersection coincident with the axis of the opening through said guide framewhereby the section of cable between said winch and sheave will maintaina substantially permanent alinement and direction with reference to thewinch.

3. In a traveling winch, the combination of a supporting frame, meansfor propelling said supporting frame, a winch mounted on said supportingframe, means for guiding cable from said winch to the exterior forconnection with a vessel to be towed, a

main driving motor for said winch, a transmission train for connectingsaid motor with said winch to cause slow and .powerful operation thereofwhen the cable is connected with the vessel to be towed, and anauxiliary motor adapted for connection with said winch to causeincreased speed thereof for hauling in the cable after disconnectionthereof from the vessel.

4. In a traveling winch, the combination of a supporting frame, meansfor propelling said supporting frame, a winch mounted on said supportingframe, means for guiding cable from said winch to the exterior forconnection with a vessel to be towed, a main driving motor for saidwinch, a transmisu sion train for connecting said motor with said winchto cause slow and powerful operation thereof when the cable is connectedwith the vessel to be towed, an auxiliary motor adapted for connectionwith said winch to cause increased speed thereof for hauling in thecable after Adisconnection thereof from the vessel, and means forautomatically disconnecting the main motor from driving relation withsaid winch when said auxiliary motor is connected in driving relationwith the winch.

5. In a traveling winch, the combination of a supporting frame, meansfor propelling said frame, a winch mounted on said frame, means forguiding cable to and from said winch, a main electric driving motor onsaid frame adapted for driving said winch slowly and powerfully, anauxiliary electric driving motor adapted for driving said winch atincreased speed, and coupling mechanism adapted for automaticallyeffecting disconnection of the main driving motor from the winch whendriving current is supplied to the auxiliary motor.

6. In a traveling winch, the combination of a supporting frame, a winchon said. frame, a main electric driving motor on said supporting frameadapted for driving said winch slowly and powerfully, means normallyconnecting said motor in driving relation with said winch, an auxiliaryelectric motor for driving said winch atincreased speed, and meanscontrolled upon current supply to said auxiliary motor for automaticallydisconnecting said main motor from driving relation with said winch.

7. In a tractor for towing vessels, the combination of a winch drum,driving heads adjacent the sides of said winch drum, friction disksbetween said winch drum and said driving heads, a driving motor,transmission mechanism interposed between said driving motor and drivingheads, and means for adjusting said heads toward or away from each otherto adjust the frictional `engagement between said heads and said drum.

8. In combination, a winch drum, a driving motor connected with saiddrum to drive said drum slowly and powerfully, friction clutch mechanisminterposed in said connection between said motor and drum to allowindependent rotation of said drum when the coupling force of thefriction clutch mechanism is overcome, and an auxiliary motor havingdirect connection with said drum to drive said drum at increased speed.

9. In combination, a winch drum, a driving motor connected with saiddrum to drive said drum slowly and powerfully, friction clutch mechanisminterposed in said connection between said motor and drum to allowindependent rotation of said drum when the' coupling force of thefriction clutch mechanism is overcome, an auxiliary motor having directconnection with said drum to drive said drum at increased speed, andmeans automatically controlled to dis connect the friction clutchmechanism when said auxiliary motor isstarted to directly drive saiddrum.

10. In winch mechanism, the combination of a supporting frame, a winchdrum mounted in said frame, and a turret pivoted on said frame over saiddrum to rotate about a vertical axis, said turret having an openingextending therethrough for receiving a cable extending from the drum,the inner end 0f said opening being at the axis of said turret and inthe cable receiving plane of said drum whereby said cable will always beaccurately guided from and toward said drum upon rotation of the drum.

11. In a winch, the combination of a drum, a driving source havingdirect connection with said drum for causing rapid rotation thereof, asecond driving source for said drum, and friction clutch mechanisminterposed between said second driving source and said drum, said seconddriving source serving to rotate said drum slowly and powerfully.

12. In a winch, a drum and two independent driving sources for saiddrum, one of said sources being directly connected with said drum tocause rapid operation thereof and said other source being connected withsaid drum to cause more slow and powerful operation thereof.

13. In a winch, a drum and two independent drivin@ sources for saiddrum, one of said sources being directly connect-ed with said drum tocause rapid operation thereof and said other source being connected withsaid drum to cause more slow and powerful operation thereof, means forautomatically connecting one of said sources in driving relation withsaid drum, and means for automatically disconnecting one of said drivingsources from driving relation with said drum upon driving association ofsaid other source with said drum.

14;. In a towing system for canals, the

combination of tracks placed on opposite sides of the canal andfollowing the general direction of the canal, tractor units running onsaid tracks at opposite sides of the canal in advance of the vessel tobe towed and independently connected by cable with the front end of saidvessel, tractor units running on said tracks at opposite sides of thecanal to the rear of said vessel and each connected by a cable with therear end of said vessel, Winch mechanism on each tractor for controllingthe intake or output of the cable, and reversible propulsion mechanismfor each tractor, said tractors being conined to said tracks andcontrolling the movement and Steerage of the vessel entirelyyindependently of any driving or steering mechanism on the vessel.

l5. In a towing system for canals," the combination of tracks placed onopposite sides of the canal and following the general direction of thecanal, tractor units running on said tracks at opposite sides of thecanal in advance of the vessel to be towed and independently connectedby cable With the front end of said vessel, tractor units running onsaid tracks at opposite sides of the canal to the rear of said vesseland each connected by a cable With the rear end of said vessel, andpropulsion mechanism for each tractor, said tractors being confined tosaid tracks and controlling the movement and Steerage of the vesselentirely independently of any driving or steering mechanism on thevessel.

In Witness whereof, I hereunto subscribe my name this 17th day ofNovember, A. D.,

EDVARD SCHILDHAUER. Titnesses VALTER l/V. HERRINGTON, GEO. A. YINGLING.

Copies of this patent may be obtained for ve cents each, by addressingthe Commissioner of Patents, Washington, D. C.

